Triple-rail endless track.



P. MONTSABR E.

TRIPLE RAIL ENDLESS TRACK.

APPLICATION FILED NOV. 26. I910.

Patented Aug. 10, 1915.

8 SHEETS-SHEET I.

Patented Aug. 10, 1915.

8 SHEETSSHEET 2.

P. MONTSABRE.

TRIPLE RAIL ENDLESS TRACK. -APPLICATION FILED NOV- 26. 1910. 1 9,278, Patented Aug. 10, 1915.

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TRIPLE RAIL ENDLESS TRACK.

APPLICATION FILED NOV. 26. 1910.

Patented Aug. 10, 1915.

' 8 SHEETS-SHEET 4.

P. MONTSABRE.

TRIPLE RAIL ENDLESS TRACK.

APPLICATION FILED NOV. 26. 1910.

Patented Aug. 10, 1915.

' s SHEETS-SHEET 5.

in ///////l P. MONTSABRE.

TRIPLE RAIL END-LESS TRACK.

APPLICATION FILED NOV. 26, 1910.

Patented Aug. 10, 1915.

8 SHEETSSHEET 6.

P. MONTSYABREI.

TRIPLE RAIL ENDLESS TRACK.

APPLICATION FILED NOV. 26. 1910.

Patented Aug. 10, 1915.

8 SHEETS-SHEET I.

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P. MONTSABRE.

TRIPLE RAIL ENDLESS TRACK.

APPLICATION FILED NOV.26, 1910.

Patented Aug. 10, 1915.

JOB-.1517

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Pmnmrn moiv'rsnnan, or FRESNO; cnnmom'vm.

TRIPLE-min 'ENDLEss Timex.

' Specification of Letters Patent. Patented A g, 1915.

Application filed' November 26, 1910. Serial No. 594,266.

To all whom it may concern:

Be it known that 'I, PHILIPPE MorITsABRir, a citizen of the United States, residlngat Fresno, in the county of Fresno, State of California, have invented certain new and useful Improvements in Triple-Rail Endless Tracks;- and I do declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it'appertalns to make and use the same, reference being had to the accompanying drawings, andto the characters of. reference marked thereon,

I which form a part of this application.

My invention relates to improvements in endlesstrack traction devices of the character set forth in Patent No. 865,605, whereby the same.

Also the invention embodies a structure of the kind herein described whereby 'the' vehicle may move rapidly over the trackportions laid on the ground with a less expense of powerand energy than is required in the I ordinary wheeled, vehicles.

The present invention is especially designed as an'improvement in the construc- .tion or mechanism ofa triple rail endless track, the object of the present inventionbeing to produce a simple and practical device for this class of endless track, in which all the parts are properly cooperating with eachother, so as to be effectively used as rigid track although .theyare constituted of sec- .tions flexibly. joined. i The particular improvement a med at 1nthe present applica-tion consists of the for-.

. mation of a new design of triple rail tracks including a new design of Y-shaped rails acting in'combination with a Slllftlllg rail operating in its center. -I also provlde in combination with this structure a new means for cornecting the oppositely disposed Y- shaped members in a diagonal and transverse manner.. The new sliding r'ail bar .inentioned'above is a simple structure 'of a bar which is connected by certain means to said Y-sh'aped rails and is capable ofmov- "ing in a reciprocating motion thereon and which necessitates the opposite "Y-shaped rails to be connected-in a transverse manner above.mentioned. This structure embodies one of the essential features of the improvement specified in this application as, will fully appear hereafter.-

-. Also the invention includes an improved means of proper connections between the parts of the track' proper and-the bearing thereon. I p e j 'In connection'with the above mentioned prominent features of the invention the improvement also embodies certain new .and

surfaces traction wheels moving or running different means for the improvement of the I.

longitudinal and transverse structure of a track section as is necessary to overcome the .lateral as well as the longitudinal strain In the drawings similar characters of.

reference indicate corresponding parts in,

the several'views.

, Figure 1, is a top. plan view of a series of my improved trlple rail sections pivoted to gether. ,2, is a-detailed top plan view of the construction of. the central part of the .track, and showing also transverse bars provided with supporting feet on their outer ends. Fig.' .3, is a perspective view of the subject matter shown in Fig.2. Fig. 4, is a perspective view of one section of a supporting foot-member. Fig. 5, is a top plan view of a plurality ofcentral supporting rail members pivoted together and showing transverse bars with supporting feet thereon. Fig. 6, is a side elevation of a Y- shaped rail supporting a sliding rail mechanism. Fig. 7, is -a transverse view showing certain details in construction of the Y-shaped rails. Fig. 8, is an enlarged top plan view of a Y- shaped rail mounted with a' sliding rail. Fig. 9 is an end view of-the sliding rail 13. Fig. 10, is a detailed end view of the subject matter shown in Fig. 8. Fig. 11 is an end view of the track/section showing a transverse supporting bar connected at its outer ends to supporting feet members. is a sectional view of the track section at its junction with a transverse bar 32. Fig. 13, is a side elevation of a transverse bar 32.

Fig. 14, is a plan view of a transverse join 7 Fig. 12-

ing bar. Fig. 15, is a. side elevation of a vehicle mounted on an endless triple rail track. Fig. 16, is a side elevation of a series 1 of consecutively placed Y-shaped rails secured pivotally to one another. Fig. 17, is a side elevation of a series of central rail bars, show."- pivoted together. Fig. 18 1s a perspective view of a modified form of Y- shaped rail, that may be used in connection with the modified form of track shown in Fig.' 22. Fig. 19 is a plan view of another modification of form ofthe Y-shaped rail.

' V Fig. 20 is a side elevation of a modified form of the sliding rail. Fig. .21 is a perspective employed in the structure shown in these modified forms.

Referring now more particularly to the characters of reference on the drawings and especially to Figs. 1, 2, 3 and 5, it will be no ticed that in constructing each of my trlple rail track sections, I first provide a central bar 16, and a transverse supporting bar 19, which central bar and transverse supporting bar are secured at right angles to each other. The best manner. of joining the same for this track construction is to provideone of the extremities of the central rail bar 16 i with a pair of branches 14, disposed in a horizontal plane with relation to the member 16. These branches .14 are secured in an integral manner on-the upper sideand also on the verticalsides of the transverse'supporting bar in order to make a'strong and efficient joint and thus compensate for and overcome the great strain to which this part of the track is subjected. A horizontal pivot 15, is arranged between the horizontally disposed branches 14, and is preferably constructed as an integral part of the transverse supporting bar 19, by cutting away such bar sufliciently to form said pivot 15,

this structure giving to this part of the mechanism its maximum strength. The free extremities of the consecut vely placed central rail bars of the track are mounted pivotally on said horizontal pivot 15, .by means of a pair of superposed branch bars 18,

' which are secured in an integral manner at the free ends of said central bars 16, as seen by Figs. 3 and 17 and a vertical pivot 21 secures said branches 18 on the aforesaid horizontal pivot 15, as seen by Figs. 1 and 11, thus securing the central rail bars 16, to-

geth r in a flexible manner, permitting them to turn as is desired, all as is shown in Figs. 1, 5 and 11. In order to give a more substantial strength transversely at the junction of the two bar members 16 and 19, I provide a pair of oblique brace bars 20 and 20*- which secure the lateral sides of the central bar 16 to those of the supporting bar 19, maintaining them securely together in a perpendicular manner, as seen in Figs. 1, 2, 3 and 5. It might be well at this point to note that the construction of the part just described, by reason of its simplicity, is a decisive or char'acte'rtistic feature of this improved structure, and'the same will be found unaltered throughout all the modifications in the form of structure shown in several of the drawings. On account of its position in the central part or portion of the track way, the central rail bar 16 is utilized as a central rail member on which are supported and operate or run, central rollers or wheels 76, having flanges 77 on each side, which flanges project below the upper plane .of said rail 16, and serve to maintain the truck of the car or vehicle, on the straight or curved portions of the track, as seen by Figs. 11 and 17 ,To bridge over or compensate for the small separatlon or space existing between the extremities ofthe consecutive or adjacent central rail bars 16 of the track, the top surfaces of thehorizontal branches 14 are spaced on a lower horizontal plane than the top plane of such central bars 16, and they are so spaced apart in such a position as to be in frictional contact with the peripheries of the flanges77 in order to support them and incidentally the vehicle when they pass over such intervening space, as shown in Figs. 3 and 17. In this connection it might be well to note that the perspective view shown in Fig. 3 is particularly drawn to show distinctly and accurately the details of construction relating to the union between the bars 16 and 19 and in consequence the branches 14; are spaced well apart, but it will be readily understood that in actual construction their spaced distance would be reduced sufliciently to allow them to cooperate with the flanges 77 as just previously stated and as seen by Figs. 1, 2 and 5. Y- shaped rails comprising a stem portion 1 and 1 and a branching bifurcated portion 2 and 2 are spaced on each side of each central rail bar 16 and are'm-aintained at'an invariable distance from each other, principally by reason of their being joined to the extremities of the transverse supporting bar 19, and in order to fully understand this structure it becomes necessary at this point to briefly set forth the specific structure at the extremities of such transverse supporting bars 19. These ends of such supporting bars 19 are, broadly speaking, formed into substantial U-shapes, and this particular formv of such extremities is to be found in ma ma 'the preferred: form of track now to be described as well as .in the difierent modification of the track shown in some of the drawings, In the preferred form of track struc-' ture now being described, these U shapedextremities of the supporting bars 19 have for their purposeto be used as'supporting foot members for the track and consequently the lower extremities of the U-shaped members are slightly. curved order to be rapidly' adjustable over the. irregularities of the road surface over which the same may travel. These Ushaped foot members designated on the drawings, as 4 and 5, are secured to the Y-sha ed rails above mentioned in a certain speci c manner, namely, from the curved base members proper 4 and 5, integral and oppositely. disposed bars -61 project vertically or upwardly on each side of such curved members and serve to holdelevated the track sections above the ground,

- therebeing on the top of the vertical bars 61,

a'pair of parallel and vertical branches 62 which serve to frictionally engage the vertical end of the bifurcated branches 2 and 2,

of the Y-shaped rails to which they are se- I bers 4 and 5 constructed as specified present an extended surface ofv contact over the ground and can stand readily over the sandy' and soft portions of the road and hence can be readily used in traveling over desert fields and desert land as well as soft and boggy lands. I v

I want it to be understood,-that I do not limit the invention to the specific descrlption on the way of joining the U frames to the branches of the Y shaped rails, as many variable expedients can readily be for that purpose.

I will now give in detail a descript on of the Y-shaped side rails above mentloned,

' .which are used in this track construction and which are cooperatively secured by.

' means to the transverse supporting bars 19 of the track.

Referring now to the enlarged details shown in Figs. 6, 7, 8, 9 and 10, it will be noticed that each Y-shaped side rail is made up asset forth, namely, the stem rail portion consisting of two longitudinally extending bar plate members 1 and 1" placed at asmall distance from each other, which are flared,

bent or'otherwise deviated sidewise near the imagined middle of their length to form two distinct branches or bifurcated portions '2 and 2' and it is mentioned at this time that although these members are made of the same bars,

4 still they have to be distinguished from, each other as they have different purposes to per- I form, and for convenience in the description they are called herewith 1 and 1 of the'Y- Y shaped rails and 2 and-2 designating the bifurcated branches-of such stem orrail 1 or 1*. The forward portion of the Y-haped rails consisting of the double rail portion 1 and 1 has for its object to be used as a side rail member. This double rail portion 1 and IKhas its opposite longitudinal sides placed at -some distance from each other and they are disposed-slightly obliquely with relation to each other in the preferred form of track shown by Figs. 1 and8, but parallelly dis-' posedin the modifications shown in Figs.

:18; 19; 22. The oblique position' of thedouble rails 1 and 1 toward each other has for'its object to allow the pivoted extremity of the sliding rail to be deviated laterally by the action of a transverse oining bar '10 when the track sections are laid to suit curvatures as it will appear hereinafter.

The double rail 1 and '1, has for its main object to engage a sliding rail 13, which is sustained and operates between the opposite vertical sides of the members 1 and 1, as will be more fully referred to hereinafter. Thefree end extremities of the double rail portion 1 and 1", come together in aparallel manner to reduce the rail in size transversely and said meeting forms the commencement at which said double rail -members com.-

-mence to spread apart from each other. The

diminution in the transverse size of the free end extremities of the double rails 1 and 1,

has for its object to permit of its being mounted pivotally on a transverse joining bar 10 hereinafter referred to and to adjust it between the branches 35 of the sliding rail 13 which meet at that same point, as 'seen by Figs. 1 and 8f Furthermore, the reduced free end extremities of each Y-shaped rail is divided into two branches 7 and 7, as seen by Figs. 6 and 18, which are spaced apart one above the other and adapted to engage the horizontal pivots 12, which are near the extremities ofthe transverse joining bar 10, as shown in Figs. 1, 3, 8 and 1 1. As seen by Figs. 1, 8 and 18, the bifurcated branches 2 and 2, of the Y-shaped. rails are designed to carry the supporting foot members at their free end extremities and are in consequence subject to agreat amount of strain, so it might be found advisable to reinforce the single bars 2 and 2, by doubling them alongside of one another, as shown by the numerals 2 in the modified form of Y- shaped rail shown in Fig. 19. These doubled bars are securedtoeacliother by riveting or soldering them together. These bithat several bars 21, 24 and 48 are secured on the bottom of the double rail portion 1 and 1 of each Y-shaped'rail. ,On'account of their position, the bars 24 and 48 are called bottom bars. The bottom bars 24 are assembled in pairs and serve for several distinct purposes, while bottom bar 4 8 is arranged for another purpose. The an of bars 24 and-2i are secured. to the bottom of 'the Y-shaped rails by one of their extremities, and on these extremities at-their point of junction with the bottom of the double rail 1 and 1, arej'erected a pair of ribs 47 and 437, projecting upwardly, which'are applied against the vertical sides of the double rail -1 and 1, and serveto maintain them vertically-and atthe same time at the same distance from each other, as they are bolted or soldered or otherwise fastened one to the otherin Figs. 6, 7, 8, 10, 12 and 18. These bottom bars '24: and 24 assembled in'pairs,--

project horizontally and diagonally and are directed toward the track center and these other extremities are secured to one another by a small longitudinal top bar 23, which is adjusted in a parallel manner to the length of a track section, as seen by Figs. 1 and 8. This longitudinal top bar 23 is constructed of a double member in order to engage and hold firmly' between them a transverse bar 32which is set across each track section, as

shown in Figs. "1, 8and 12', and which will be hereinafter specifically described.

Itiseasy to conceive that the specific constructionju'st given can be made in a re versed manner and that the transverse bar 32 be made'zup' of a bar of longitudinally extending branches between-which may be held the longitudinal top bar "23, iides'ired.

- For convenience and for the sake of clearscription of the construction 'of the parts ness in illustration, the bottom bars 24, ribs 47 and the longitudinal top bar 23 are hereina'fter referred to as the lateral extension of the Y-shaped rails. V

The oppositely placed Y-shaped rails of a track section, are each provided with the lateral extensions 2423 which are directed toward the track center and are engaged and secured to a transverse bar i I will nowproceed to givea detailed deconstitutiug transverse bar 32, its coiipe a tion and functionwith the lateral extension them.

of the Y-shaped rails assembled in pairs, and its combined action with the supporting bar 19 to maintain the top 'ra-ilgof the three rails constituting a track section, to cooperate'in unison with the plane surface at the peripheries of the wheels/74 and 7 6, supporting the endless track machine.

- Referring now more particularly-to Figs. 1, 8, '12 and 13, it will be'noticed that the transverse bar 32, 'is constructed of a straight bar provided with three stands or upright'frames 27 on its upper surface. These members 27 are arranged to 006perate with the bottom of the oblique brace rods 20 and 20, with thebottom of the central rail bar 16, to which members they are secured by vertical belts or pivots 31 and by Figs land 12. Consequently, these members 27 'serve to reach the-bottom of the .31 respectively, as shown more particularly I brace rods andcentral rails incase their bottom is too far apart to be secured to I At a certain distance from the center of the transverse bar 32- are two equidistant axial members 28, the object of which is to engage the double top bar 23 previously described, as seen in Figs.- 12 and'13. At

the extremities of the transverse bar 32 are also. disposed similar axial members 28,

. which have for their-object to engage the circular aperture formed'at the bottom of the bai- 48, which bar is fastened at the bottom of the Y-shaped rails; also, the. free extremities of the axial members 28 have a screwbolt to prevent the sliding of the axles 28, inthe circular aperture of bar 48, as

'shown'in Figs. 1, 2, 8 and 16, this particular mode of construction being so arranged as toprovide for the change in the vertical plane of each of the opposite Y-shaped rails when'the track sections arelaid. down for self-adjustment over the inequalitiesof .the road. It is well to state at this time that the specific structure of the transverse bar 32, can readily be modified without impairing its utility and function, as the stands 27, and the axial members-28. are mere expedients to connectbars 32 to the other parts of a. track section, andas will appear by some of the modifications ofthe form of track illustrated by some of the figures in the drawings hereinafter described. To understand fully the operation and function ofthe transverse bar 32, it is essential to consider that the opposite Y-shaped rails of each track section are engaged and supported by the U-shaped foot members 4 and 55 secured integrally 'at the'extremities of the transverse supporting bar 19, and that the transverse bar 32 acts in coiiperation with it in order to force the opposite Y- shaped rails to stand in the same horizontal -.plane, so that they may be placed in a P10PQI' p0S1t l0I1 to act in coiiperation with the peripheries of the opposite wheels on" the.

car or vehicle. Consequently it is for these reasons that the transverse bar-32 is secured to the bottom of' the brace rods 20 and 20 to the bottom of the central rail bar 16, and

.acts'on-the. lateral extension; 48, 23'and 24,

and that it engages the aperture'bar secured f .at the bottom of the opposite Y shaped rails, as shown in Figs 1, 8 and 12. This structure shows-also that the wholetrack section is arranged .to .be prO ected transversely when it isdesired to turn the track to the right or tothe left;

As will be noted, I have previously stated that the sliding rail 13,is supported, by.

each Y-shaped rail andfis arranged to be slidable between the vertical sides 1 and 1 ing rail Band to assure'itssteadiness of bearing underthe wheels of .the' car or;

in order to give a square stability to the slidvehicle. This rail is supported by its extremitiesonly, as seenby Fig. 20,; and itfis mechanism situated below it;- The arrangesists in securing a .bar plategmember; 49 to I: V the bottom ofthedmible rail 1 and 1%, and] from the centerjof that bar plate member 49 projects upwardly, an integral and cen-- ,tral slotted bar member 40," for purposes which will be presently explained, and as shown by Figs. 1, 6, 8, 9, 10, 1-9 and 26. One of the extremities of the sliding rail 13 is made up like a prop 36 by which i V shaped rail 1s provided 'Wllih what I' call stands and is supported by the bar "plate member .49, above described. Also the prop 36 is divided transversely into two side portions, as shown by Figs. 9, 10, 12, which serves to engage between them the slotted central bar 40, above mentioned in order to maintain constantly this sliding rail extremity in the center of the Y-shaped rails. To prevent the slidable extremity of the sliding rail 13 from leaving itssliding placemechanism, '1 provide a transverse retaining bar 39,which is arranged slidably on the rail portion 1 and 1. This transverse retaining bar 39' is arranged to engage and to slide in a pairof horizontal double slot members 38 disposed near the bottom of the forward portion of the Y-shaped rails asseen in Figs. 1, 6, 8, 10, 12 and 16, and it engages also the central slotted bar 40, as seen by Figs-6 and 10. I want it to be understood that I do not limit my invention to the specific mode of. preventing the end of the sliding rail from leaving its'placc when the track is lifted over-headto turn around the machine, as many substitute means can readily be devised to that end. The other extremity of the sliding rail consists of a pair or branches 35 disposed in a horizontal plane, as shown by Figs. 1, 6, 8v and 20, which are supported bya horizontal bar 9, forminga part of' the extremities of a third transverse bar 10,v

hereinafter referred to. A vertical pivot 11 at the extremity and between the branches 35 of the sliding rail secures the same on the ,third transverse bar 10.-

. To coiiperate with the-side wheels74 of 'the car or vehicle, 'as seen in; Figs. 15 and 16, the pair of branches 35, of the sliding rail 13, have their top surfacessituated a little below the top surface of the sliding formed by the slidin rail 13 and by the double rail 1 and 1, of the Y-shaped rails,

have a centralv groove channel 79 and rojecting flanges 78.011 each of their-sides. The side-wheel flanges'.78 are designed to rail-13, to act and cooperate together in a be'supported by the pair of branches 35,

of the sliding rail 13 and by the lo'ngitudi -na l double rail 1 and 1. of the. Y-shaped ra1ls, but the central and groovedchannels 79 of these side wheels aredesigned to be supported by the top of the sliding rail 13 and bythe'reduced end 1 of the Y-shaped 1 rails, and is .f ully illustrated by Figs. 6, 15 and 16, thus presenting an even track way for the side wheels 74, to operate on.

The sliding rail 13, which has just been described has for its main object to provide I for theelongation and diminution in length of the side rails when the track is adjusted to turn to the right or to the left.

I have previously stated, that each Y- furcated branches being longation of the double rail 1 and 1, which has been flared or deviated outwardly. Longitudinally extending slot members 3 are in;the sides of the bifurcated branches 2 and 2 ,,of the Y-shaped rails, as shown by Figs. 6 and 16, and they have for their object to support and engage the spatula ends of a third transverse bar 10, designated herein as a joining bar, and as shown by Figs. 1,2, 3-, 8, 11 and 1 1, this bar i s--flat and square shaped at its contact in points with. the slotted members 3, to ease its movement therein. At .this point it is essential to. take note that the transverse bar 10, transverse bar 32, and transverse supporting bar 19 are all acting. in codperation together for the purpose of keeping the opposlte Y- 'shaped rails in the same horizontal plane,

the transverse solidity of .'.each track sec tion being of paramount importance in this pairs, and "the bifurcated branches 35 of the sliding rail 13.

Referring now more particularly to Figs. 1, 2, 3, 11 and 1 1, it can be noticed that the transverse joining bar 10, consists of a 1on gitudinal bar which is spatula like as to its extremities and each of its ends are divided, into two parts which diifer in shape and purpose. One part is shaped to form a horizontal pivot 12 as seen by Figs. 3, 6, 8 and 14, and the opposite pivots 12 'on that bar 10, have'for their object to be engaged rotatably by the free end extremity of the superposed branches 7 of'the Y-shaped ralls, assembled in pairs, as seen by Figs. 1, 6, 8

. and 18. The other part or portion 9, at the rail is transversely I pivotable and which engages the vertical aperture previously described, secures them to one another, as seen by Figs. 2, 3, 6 and 8. The center of transverse oining bar 10,- is also provided with a semi-circular ring member 22, the

top of which is provided with a vertical aperture in which passes vertical pivot 21f, to secure it oscillatably on the central rall bar 16 of a track section, as seen by F gs. -2, 3, and 14, for the purpose to project sidewise in an efficient manner the extremities of the Y-shaped rails, assembled in pairs, when the track sections are arranged to follow curvatures, In the preferred form of structure illustrated in Figs. 2 and 3, the transverse joining bar 10, passes through a slot 17 spaced in the sides of the central rail bar 16 in a backward posit on with respect to the transverse support ng bar 19 to cooperate with the movement 1mparted to the reduced end of the Y-shaped rails when the track sections are rotating on the central and vertical pivot 21 when the track section is projected transversely for turning, but in the modified form of track'shown by Figs. 21 and 22, transverse joining bar center is secured pivotally to the central pivot 21 of the track section as shown in' Figs. 21 and 22. Having described hereinabove the preferred form of structure shown in the figures of the drawing referred to above, I will now proceed to describe the small modifications in form which may be applied to this track section if desired.

Considering now the modified form of a track section, shown in Figs. 21 and 22, it can be noticed that the mechanism is arranged differently to operate the transverse displacement or side turning of a track section; It can be readily noticed that this modification in the form of structure, results directly from the reduced end exhindered by the transverse flexibility.

Y-shaped rails, produce the followingmodi fication in the other parts of the structure:

The transverse supporting bar 19 is placed directly under the transverse joining bar 10 as seen by Fig'. 21, and completely supported at its middle as well as at its extremities bysaid transverse joining bar 10. The extremities of the, supporting bar. 1 9 pass under the bifurcated branches of each Y-shaped rail and are secured by anymeans known in the art at-the opposite extremities of the transverse joining bar 10 and on.

account of their reciprocal union, they move completely in unison. Also, the opposite top bars 23 of the lateral extensions, are

mounted in an oscillating manner, in the longitudinal extremities of the transverse bar 32 To fully understand the mechanism of this track section, it is necessary to notice, that the transverse bar 32 is not secured to the top bar 23 and isfieither secured to the brace rods 20, as it is shown for the preferred form of track, but the center of transverse bar 32 is oscillatable on a vertical pivot 31 which is'sec ured on central rail bar 116, and the extremities of .transversebar 32 which pass loosely under the bottom of the Y-shaped rails are secured pivotally on the opposite pivots 26 mounted on a curved bar 25. Theother arts of the. track used in this modification ust described, being similar to the preferred construction hereinbefore described, I will not make further description here, but refer to the'description of the same heretofore given.

Before finishing the description of this machine, it is useful to consider that the transverse solidity and unity of parts used in the construction of each of the sections of the triple rail track'are due to the three transverse bars of a track section, namely, the extremities of the transverse-joining bar 10 engaging the double slots 301? each Y-shaped rail and acting in combination and for the same purpose together, with the transverse supporting bar 19 engaging the bifurcated branches of the Y-shaped rails and which is also acting in combination for the same purpose with the third transverse bar 32, which engages the lateral extensions of the Y-shaped rails and form a track section in which the transverse solidity is not mantra In operation the triple rail track mecha-. nism will operate as follows when it is desired to turn to the right or tothe left. The central rail bar 16 is projected sidewise by any suitable means carried on the car or vehicle. This action will; project transversely the supporting her 19 which is;

secured to the member 16 at right angles,

thus carrying with it the whole tracksc- 7 the above, when projected transversely as its parts are pivoted difi'erently, and "it can be seen that when the central rail bar 16, is driven transversely by means carried on the cars, it will project transversely the supporting bar 19, and the joining bar 10, which are secured together and are slidably engaged in thebranches of the Y-shaped rails, the transverse bar32 being secured to central rail bars 16, by the vertical pivot 31 "and its extremities being alsopivoted around the pivot 26% this transverse bar 32 .will carry sidewise the pair of Y-shaped rails to which it is secured, when central rail bar 16 is projected transversely, and the sliding rails 13 and 13 secured to the transverse joining bar '10 reduce the augmentation or diminution in' length in the track section, which is necessary to follow the curvatures of the roads as i shown .in Figs. 22 and 21. p r

Fig. 18 is a modified view of a Y-shaped rail showing the members'l and 1 being parallel instead of obliquely disposed as are. the members 1 and 1 in the preferred form; It is also very important to remark that an independent foot member 4*; 6 7 is secured at the bifurcated end of this modified form f of Y-shaped rail, producing a great difi'erence in construction from what is shown in the preferred form, but the other parts of that rail are similar in their construction to the preferred form. Fig. 19 is also another modified view in which is shown the branching members 2 and 2 which are provided with reinforcements 2 formed by bending said mmebers 2 and 2 back upon themselves in a parallel manner as shown in said Fig. 19. The members 1 and 1 are also parallel in this Fig. 19 but the remaining parts of the structure are the same as shown in the preferred form.

From the foregoing description it will readily appear that I have produced such a device as the objects as 7 set forth herein.

.While this specification sets forth in detail the present and preferred construction of the device, still in practice such deviation from such detail may be resorted to as does not form a departure from the spirit of} the I invention. v v p w Having thus described my invention, what I claim as new and useful and desire to so;

cure by Letters Patent isi 1.. A triple rail endless track comprising the combination of a central rail bar,a transthereto, diagonal brace'rods for said bars,

verselsiipporting bar secured at right angles a side rail, one oneach side of said central rail bar, each of said side rails comprising a Y-shaped rail portion and a slidingrail portion, said Y-shaped rail} portion comprising, 1

two bar plate rails, a. bottom plate carried by said two bar plate rails, a central slotted V bar on said bottom plate, said sliding rail portion, comprising, a body rail 13, acting coiiperatively between said double rail "bars 1 and 1 of said Y-shaped rails, a

7 prop. 36' at one of the extremities ofsaid sliding rail,

a retaining transverse bar 39 carried by said prop, said prop cooperating with said bot- H tom plate 49, said retaining bar 439 cofiperatv v ing with said slotted central ban i0.

2. A triple rail endless track comprising transverse supporting bar secured at right angles thereto, diagonal brace rods for said bars, side rails, one'pn each side of said central rail bar, each of said side rails comprising, a Y-shaped rail portion and. a sliding-rail portion, said Y-shaped rail portion comprising, a double rail bar, a bottom plate secured between said double rail bar, a cenrail bar, a sliding-rail engaged slidingly between said, double-rail, a prop at one ex-- tremity of said sliding-rail, a retaining bar secured on the-prop of the sliding rail, a slotted bar secured on the bottom plate of saidYshape'd rails, said props and retaining bar of the sliding-rail cooperating with said slotted bar and bottom plate, a pair of bifurcated branches 2 and 2', at one end of said Y-shaped rails assembled in pairs, a pair of longitudinal slots 3- and 3 in said bifurcated branches, a transverse joining bar 10 engaging said longitudinal slots 3 and 3, a pair of horizontal branches 35 at the other end of said sliding-rail.

3. A. triple rail endless track comprising the combination of a central rail bar and a transverse supporting bar 19 secured perpendicularly on 'each'other, brace rods for said bars, Y-shaped rails one'on'each side of said central rail bar, said Y-shaped rails comprising a double rail bar 1 and 1, bottom'plate, central slotted bar, a pair of 1011- the combination of a central rail bar, a

, tral slotted bar for said bottom plate, a re- 'duced end at one extremity of said double gitudinal slots 38 at the bottom of said do'uble rail bar 1 and 1", a sliding-rail 13 00.- operating with said Y-shaped rails, said sliding-rail comprising, a prop, a transverse retaining bar engaging said slotted bar and said longitudinal slots 38 of said double rail bar 1 and l, bifurcated branches 2 and 29 at one end of said Y-shaped rails, assembled in pairs, a pair of longitudinal slots in said-- bifurcated branches, a transverse joining bar engaging said longitudinal slots, a pair of horizontal branches 35 at the other exi tremity of said sliding rail,'means for pivoting the consecutive extremities of said cen' tral rail bar, those of the Y-shaped rail portion, and those of the sliding rail, a supporting foot member secured across the end of the bifurcated branches of each of said Y} shaped rails, said transverse supporting bar 19 acting in cooperation with and passing under the bifurcated branches of said Y- shaped rails, assembled in pairs, meansfor securing transversely the oppositely placed Y-shaped rails, and said brace rods, substantially as shown and described.

7 4. A device of the character described comprising rail sections flexibly vconnected with one another, each section including, a central rail-ba'r a transverse supporting bar secured perpendicularly thereto, diagonal brace rods 20 and 20 securing said central rail bar to said supporting bar, Y-.shaped rails-one on each side of said central 'rail bar, lateral and horizontally directed extension bars carried by said Y-shaped rails,

an apertured bottom bar 48 at the bottom 5 of said Y-shaped rails, a transverse bar 32 engaging said lateral and horizontally d1- rected extension bars and said aperturedbottom bar 48, carried by said Yrshaped rails assembled in pairs, stands 27 secured on top of said transverse bar 32,-vertical bolts 31 securing said stands on said diagonal brace rods 20 and 120. q

5. A device of the character described comprising rail sections flexibly connected with one another, each section including,-a central rail bar 16, a transverse supporting bar secured at right angles thereto, diagonal brace rods for said bars, Y-shaped rails,

one on each side of said'central rail bar,

lateralextension bars projectin from said opposite Y-shaped rails and rected toward the track center, an apertured bottom bar 48 between said extension bars, a transverse bar 32 engaging said 'apertured bar and said lateral extension bars, stands ontop of transverse bar 32, vertical bolts securing said. stands on said diagonal brace rods, vertical pivot 31 'connect1ng central rail bar 16 to transverse bar 32, longitudinal slots in the bifurcated branches of said Y- shaped rails, a transverse joining bar engaging -said longitudinal slots, a spatula member at the ends ofsaid transverse j oiningbar, a sliding rail movable longitudinally on the rail portion of said Y-shaped rails, a pair of branches 35 at one extremity of said sliding rail, vertical pivot 11 securing said pair of branches 35 on the spatula end of said transverse joining bar 10, a reduced end at one extremity of said Y-shaped rail, said reduced end'of said Y-shaped rail mounted rotatably on the spatula end of said transverse joining bar 6. A device of the. character described comprising rail sections flexibly connected with one another, each section including, a

central rail secured at right angles to a transversersupporting'bar 19, diagonal brace rods for said bars, a ,Y-shaped rail on each sideof said central rail, each Y-shaped rail comprising, a double rail bar, lateral extenslon bars, an apertured bottom bar, a transverse bar 32 carrying stands on its top engaging said lateral extension bars and said apertured bar, s'aid stands secured to said I brace rods and said central rail,' longitudinal slots in the bifurcated branches of said Y-shaped ralls, a transverse joining bar engaging sald slots, a spatula member at the branches 2 and 2 of said Y-shaped rails, a

horizontal pivot 15 at the junction of said central rail 16 and said transverse supporting bar-19, the free end extremities'of said central rail 16 of the next sectionniounted rotatably on said horizontal pivot, a vertical plvot 21 securing said central rail on said horizontalpivo't, substantially as shown and described. i

7. An apparatus of the character de'' scribed comprising a central rail bar hav-;

ing horizontalbranches at one end, atrans verse supporting bar secured at right angles on said central rail bar by means of said branches, ahori'zontal pivot between said branches, oblique brace rods, side-rails, one

on each side of said central rail bar, said side-rails comprising, a Y-shaped portion and a sliding rail portion, said Y-' shaped rail portion comprising, a double rail bar each, a reduced end for" said double rail bar, a pair of bottom bars 24 projecting from the bottom of said double rail bar, each bar 24 being slightly inclined with re spect to the other anddirected toward the track center, a top bar 23 securing the opposite bars 24 to each other, a pair of vertical ribs l? on top of each bottom bar 24, said ribs 47 cooperating with the external sides of each double rail bar.

8. An apparatus .of the character described comprising, a central rail bar having horizontal branches at one end, a transverse supporting bar secured at right angles on said central rail bar by means of said horizontal branches, a horizontal pivot between said branches, oblique brace rods for said bars, side-rails, one on each sideof said central rail-bar, said side-rails comprising, a sliding rail portion and a Y-shaped rail portion, said Y-shaped rail portion comprising, two bar plate rails, a reduced end, a pair of bottom bars secured on said two bar plate rails, said pair of bottom bars extending horizontally and diagonally toward the track center, a top bar securing the opposite diagonal bottom bars, ribs on top of said diagonal bottom bars cooperating with said two bar plate rails, an apertured bar on the bottom of said two bar plate rails, a transverse bar 32 carrying stands, said transverse bar 32 cooperating with said top bar and said apertured bar, said stands cooperating with said brace rods and said central rail, bifurcated branches at one end of said two bar plate rails longitudinal slots in each of said bifurcated branches, a transverse joining bar 10 having spatula extremities engaging said slotted members, said transverse joining bar 10 comprising a semi-air eular ring member 22 secured to the center of said transverse joining bar, the top of said semi-circular ring pivotally secured to said central rail bar, a double bar 12 and 9 at each extremity of said transverse joining bar.

9. A triple rail endless track composed of sections flexibly connected with one another, each of said sections including, a central rail bar provided with horizontal branches at one of its ends, a transverse supporting bar securedat right angles on said airs a to) bar an a ertured bar a -transverse bar 32 carrying stands engaging said top bar and said apertured bar, said stands engaging said central rail bar, and said brace rods, bifurcated branches at one end of said two bar plate rails, longitudinal slots in each of said bifurcated branches, a transverse joining bar 10 engaging said slotted members, said transverse joining bar 10 comprising, a semi-circular ring member 22 secured to the center of said transverse join-- ing bar, the top of said semi-circular ring pivotally secured to said central rail bar, a double bar 12 and 9 at each extremity of said transverse joining bar, one end of said sliding rail provided with horizontal branches 35, said branches 35 of said sliding rail being mounted pivotally on one of said double bars, the reduced ends of said Y- shaped rails projecting between the branches of said sliding rail, the reduced end of said Y-shaped rails being secured pivotally on one of said double bars, supporting foot member at the ends of'said transverse supporting bar, said transverse supporting extremities secured transversely to the bifurcated branches of said Y-shaped rails, the free end of said central rail bar of the next section mounted pivotally on said central and horizontal pivot 19, substantially as shown and described.

In testimony whereof I alfix my signature in presence of two witnesses.

PHILIPPE MONTSABRE.

Witnesses:

MINNIE P. DUMAS, DAVID J. YORK. 

